ATC IssuesA place where pilots may enter the 'lions den' that is Air Traffic Control in complete safety and find out the answers to all those obscure topics which you always wanted to know the answer to but were afraid to ask.

I've been following this topic for some time now and recently there's been an increased interest in the rules and looks of the new FEAST DART. As most of you already know DART stands for Dynamic ATC Radar Test and it was implemented several months ago as a replacement to the Flight Strip Test in Eurocontrol's selection process.
...so where to start. I took the test some time ago and I will try to explain some of it here. The FEAST DART test is basically a simplified simulation of the actual work of the ATCs. You're given a radar screen which consists of several circles with different radiuses, representing the airspace you control. There are some small green squares with trails (four of them) which represent the aircrafts you're controlling. There are four orange triangles which are the checkpoints you have to take your planes through, and some buttons in the right side of the screen (we'll discuss them later). The exercises in the test are six, the first three of which are only there to train you on the rules of the test, and the second three (4th, 5th and 6th) are the ones you are being evaluated on.

This is not a screenshot from the real test, but the real one is almost identical.

TRAININGEx1, Ex2, Ex3: as mentioned above, these three are training exercises. You're introduced to the rules and some characteristics of the test, which very briefly sounded like this:
-You'll be given four aircrafts, colored green, which are under your control;
-Apart from "your" aircrafts there will be some traffic that you can't control, as these planes will be colored grey. They will pass through the radar screen without changing their altitudes and headings;
-All aircrafts (controlled and uncontrolled ones) are moving with the same speed, so you can change only the heading and the flight level of the ones under your control;
-The information for the aircrafts' headings and altitudes are given with small numbers next to the green squares that represent each particular aircraft.
-The aim is to get all of your aircrafts through the checkpoints in the correct order, avoiding conflicts. Checkpoints are named CP1, CP2, CP3, CP4 and this is the order you should follow with any of your aircrafts;
-The six small vertically arranged circles on the left of the screen represent the exercise you're currently on;
-The buttons on the right side of the screen are named "LEFT", "RIGHT", "ALT" and "SUM". The LEFT/RIGHT buttons are used to change the heading of a particular aircraft (Clicking RIGHT and entering 315 will make the aircraft turn right to heading 315);
-The ALT button on the screen is used to change the altitude of a particular aircraft. You're only allowed to use three altitude levels 100, 200 and 300;
-You have a conflict when both of these conditions are present: two aircrafts are flying at the same altitude and are less than 2.5NM apart; That's pretty much all with the exception of the SUM button (we will talk about it in Ex6).

TESTEx4: the first one of the evaluated exercises. The aim is to guide your four aircrafts through four checkpoints in the correct order. There is no uncontrolled traffic. Your priorities will be in this order of importance: 1)Avoid conflicts; 2)Use less commands; 3)Pass checkpoints accurately.Ex5: absolutely the same as Ex4 with the same priorities, but this time you have uncontrolled traffic, which makes it more difficult because you have to avoid conflicts with more aircrafts.Ex6: includes Ex5, but there is an extra task. You have to put your headphones on. While guiding aircrafts through the checkpoints you'll have to listen to a long sequence of letters and numbers and calculate the sum of the last two numbers you hear. If the sequence goes like this "M K 5 J 3 6 N P Q 8", you'll firstly have to sum 5+3, then 3+6, after that 6+8. The sum has to be entered, using the SUM button on the right side of the screen.

...and last, but not least, some pieces of advice from me:
-When doing Ex5 and Ex6 make sure you keep a fair amount of distance between your aircrafts, because it gets pretty nasty when you are controlling two aircrafts at different altitudes close to each other and you have to dodge two uncontrolled ones, heading your way, again flying at different altitudes. Remember, you can only fly at three altitude levels (100, 200 or 300)!
-When doing Ex4, Ex5 and Ex6 keep in mind the turning radius of your aircrafts (which is one and the same for all of them).
-Keep in mind your priorities!!! The most important one is to AVOID CONFLICTS and, God forbid, collisions. The second is to use less heading and altitude changes. The least important is to pass the checkpoints accurately (there is a certain distance within which you can pass the checkpoint).

I hope that my post would be useful! If you have any questions, I'll be more than happy to answer them! GOOD LUCK to all of you, who are attending the test!

the test is easy and the aim of the test is to test you if you have the skills(without knowing anything about the test). the test is useless if you pass it because of special information. and you don't know if you have the skills to act patient and coordinated under pressure without knowing what is going to happen.

Although there are many helpful aspects to this thread, posting the exact methodology of the test does nobody any favours IMO.

This thread is doing a pretty good job of coaching people through the tests, even if they havent got the real skills - leading to students failing on the course, which is a MASSIVE pain (and costly) for everyone.

The tests are not 'hard', they simply try to seek out certain thought patterns and skills in individuals.

I first posted in this thread about 4yrs ago with some advice, and it remains the same.

Rest well, dress smart and know some background info on the company.

The rest you cannot prepare for, so stop trying! Theres a greater chance you are setting yourself up for a fall.

Just receive... With reference to your application for the above-mentioned training, I unfortunately have to inform you, that we cannot invite you for our phase 1 selection test in the near future.

This is due to the fact that according to our present manpower planning we do not have a requirement for additional air traffic controllers until 2017. We will therefore only need to train students as from the beginning of 2014.

This means we will only start with our selection tests again in 2013. We will keep your application form and will be in contact with you again at the end of 2012 to find out if you are still interested to participate in our selection tests in 2013.

^^^ Ok then, let me rephrase, does that mean anyone who applied at roughly the same time as you will get the same reply?? Or do they consider everyone before they turn them down, did you apply for trainee position or are you an experienced controller?

MUAC is 'overstaffed' by about 35 controllers I believe - although some sectors are still 'short' due non equal distribution of staff.

Recruitment will continue in order to keep the wheels greased, as it where; but significant numbers of new controllers will not be needed at least for a while.

The 2012 courses are full and have been for some time, the last time I checked 2013 courses were also almost full (although the numbers to be recruited were up on 2012). Dont forget if you are just applying now any good candidates that have already been through the process will be filling the last few spots.

Its simply not a good time to be applying unfortunately. However, as usual I predict come 2017 there will be a massive shortfall!

it would be good to know because I have already tried it in 2010 and failed the inverview because of english. and my plan was to apply again at the end of next year and I thought all tests are cancelled and the selection procedure is going to start again in january 2013 for the 2014 courses?

MUAC has always been a target for the DFS. They are looking at taking over NATS then MUAC would nicely fill in the gap. With LNVL and Belgocontrol reduced to APP/TWR services only it's an attractive target. It was first being mooted about 20 years ago.

MUAC is the subject of institutional change at the moment, with the possibility of a split from Eurocontrol in Brussels to continue on as a separate international organisation as well as a few other options - simply being 'taken over' by DFS is not one of the options and quite frankly never will be, as:

1. It is not a private organisation for sale 2. The Dutch government have already stated they will not relinquish their stake/control 3. In a FABEC context the French have already VETOd any private ownership option.

Im pretty certain MUAC will get a name change in the next 5-10yrs and probably fall outside the Eurocontrol umbrella - but not under ownership of the DFS!

I have a question: I was surfing on the internet and came on the website of FTE Jerez. It seems that they also offer ATC courses and training? I thought ATC was done by gouverments? Can someone explain this to me? The I didn't find much if I looked up ATC course FTE. thanks

I have just passed FEAST Part 1 and in the next month I will take FEAST Part 2. Does someone know what exactly part 2 includes?! Previous threads mention the SDM and DART but the head of training at the control tower for which I'm applying for said that it includes 6 web based tests!! Which are they?!

Ab Initio 1 commenced January 5, 1970, it was a long walk from the Parliament building to the Institute through nearly a meter of snow - no road then!!! Out of interest, what course number are they up to now?